Railway-traffic-controlling apparatus



R. A. MCCANN 4 RAILWAY TRAFFIC CONTI-ROLLING APPARATU May 4 1926.

Filed Nov. 17 1924 INVENTOR:

Patented May .1926.

; @nessi-ms ROLAND A. MQCANN, or vswIssvALn, rnNNsYLvANrA,AssrGNoRfro' 'riait UN'IoN SWITCH a SIGNAL coMPANl-f; or .swrssvALnA i?EuritsYLvANIA,4 A ooRronATIoN j 'OF PENNSYLVANIA;

RAILWAY-TRANI@CONTROLLING APPARATUS.

' ApplicationV filed .November 17, leze. .Y smalA No1 750,317, f

To' all whom t may con-cern: j

Be it known that I, RONALD A. MQCANN, .a citizen of the United States, residing at Swissvale, in the county .of Allegheny and State of Pennsylvania, have'invented cer-` tain new and useful Improvements in Rail# way-Traffic-Cont1olling Apparatus, of which the following is a specification. VMy invention relates to railway traffic controlling apparatus, and particularly to` apparatus of thetype comprising train carried governmg means controlled by venergy re.

' i ceived from the trackway.

' I will describe two forms of apparatus embodying my invention, and will then point out the novel features thereof l in claims. i y In the accompanying drawingFig. 1 is a diagrammatic view illustrating one form Aof vapparatus embodying myfin'vention. Fig. 2 is a viewgshowing almodification of the trackway .portion of theapparatus illustrated in Fig1.v j' a Y l1 y Similar reference characters refer to similar parts inboth views. A Referring -first to Fig. 1, the reference characters 1 and v1a designatethe track rails y of a .stretch of railway track, overwhichtraffic, normallymoves in the` direction indicated by the arrow. lThesetrack rails-are divided, by means of insulatedY joints 2, into a V-plurality of successive track sections A-B, BC, etc. Each track section is pro# vided, with a track relay designated by the reference character R with an exponent cor- "responding to the location and connected across the rails adjacent'the entrance end of the section. Each track section is 'also provided with a source of track circuit current'here. shown asa batteryf? connected,v as will v be explained hereinafter,

` l across the rails adj acentthe right hand 'end of the section.

Means are .also providedjfor supplyingy each track section lwith alternating current', whichI shall'call a train controlling cur# renti, and whichcurrent "flows'through the rails ofthe section in series. For this purpose each section is provided with a track transformer v designated,` by the reference character T withv an appropriate exponent. The'primary 4: of eachv track transformer T is constantly 'supplied with alternating cul'- rentfrorn an,l alternator, Mover line wires.; Sand 32%..' j. l. j -An vauxillary` conductor, here designated by the referenc'echaracter Jl with a suitable distinguishing exponent, is. located in thef trackway adjacent the exit endof .each `sec-- tion parallel to rail 1a. The purpose of these auxiliary conductors will be explained here-; inafter. i y

Referring when Vrelay RB isenergized afgcircuitis closed from secondary'of track transformerfTB,`

through wires 12` and A13, front contact 11fof relay.v RBT, and wire k15 .toy rail ,1'arb ofsection A-.B; and from railv lllof -`section AeB., throughrwire 16, battery 7,.'wire 17 auxilf kiary` conductorl Jl?, wire '18,impedance 6,

l particularly Ato 1 section Y and wire y19vbackito secondary 5 of transformer TB. Itiwill .beplain that when this circuitisclosed alternating;l train controlling.,v i'

current is suppliedto therails ofwsection A--B land to auxiliary conductor JB from transformerfTB, and at thesa-me time track circuitcurrent is-supplied to lsection A-Bv fromr battery?. When relay RBf is, de-ener-A Y gized battery v 7 atpoint B is connected "di rectly with vthe rails; of. section over wires 23'and 24, 4back contact 14 of relay RB,

, and wires l1,5 `and 16. .At the same timea circuit is .closed from secondary. 5 of trans- Y formei1 T?, through wires i12-and 20,back contact 21 of `relay :RBy wires 212,23 and 17,

auxiliary conductor J ,13, wire 18, impedance 6, and wire 19, back to'secondary of transformer TB. When r'elaylRB is deienergized,

therefore, track circuit current is supplied to section A-B battery?l adjacent pointV B, and train controlling` current'issupplied to auxiliary conductory JB from transformer- T1?, but the supply of train 'controllingcur rent tothe railsof section A B isV discon- .tinued.` The circuitsfor the remaining sec-i tions arel similarto those just traced-for section Are-B. j Y

As shown .in lthe drawing, the section to the right of. point C is occupied by a train V. `Relay RC is thereforedefenergized f As a result section B- Cis supplied with trackV circuit current from battery` 7 adjacent point C, and auxiliaryvconductor JC is supplied witlrtrain controlling current from transformer TC' but train controllinof .current .is

not supplied tothejrails of section-C.

Relay RB is energized and so train control-'l Y f ling current issupplied to the rails-of section A-B' in series with auxiliary conductor J B from transformer TB, and section A-B is also supplied-with track circuit current from its battery 7. Relay RA is therefore energized and the sup-ply of track circuit current and train controlling current to the section to the left of point A is the same as just described for section A-B.

The trackway circuits thus far described are suitable for co-operation with train carried governing means of the type illustrated on the train V occupying the section to the left of point A. rCarried on train V in advance of the front axle is a4 pick up device here shown as two magnetizable cores 8 .and 8a disposed in inductive relation with the track rails land la, respectively. Core 8 is provided with a Vwinding` 9, and core 8a is provided with aV similar winding 9, and these two windings are connected in series in such manner that theYvoltag-es induced therein by train controlling current flowing in opposite directions in the two track rails at an instant are additive. Energy induced in windings 9 and 9.a is supplied toa relay K through an amplifier 10 and a rectifier ll. It follows, therefore, that relay K is energized when the train occupies a stretch of track which is'being supplied with train controlling current or when the winding` 9n is in inductive relation with an energized auxillary conductor J. Relay K controls train carried governing means, not shown 1n the drawing, in such manner that the brakes are` applied when relay K is deenergized unless i the engineman ,acknowledges this cha-nge by takingrvsomc4 deliberate action to forestall the brake application. One form of train carried governing means which functions .in this manner is, illustrated and described in United States Letters Patent No. 1,492,719 granted to meA on the 6th day of May, 19241.

As the train AV" proceeds through the section to the left of point A and through section A-B, the train controlling current in the track rails energizes'relay K, thus preventing an automatic brake application. Since relay K is already energized, no

Vchange takes place as the train successively7 moves over auxiliary conductors JA and JB. As the train enters section B-G, relay 'K becomes de-energized due to the absence of train controlling current, thus causing an automatic brake application unless the engineman acknowledges. If the engineman does acknowledge, the train can proceed until core 8l of the train passes over auxiliary conductor JC', whereupon relay K becomes energized. When rthe train-carried pick'up device has moved past auxiliary conductor JC,`relay K is again cle-energized, and the engineman must again acknowledge to prevent an automaticapplicaton of the brakes.

I will assume that the stretch of track shown in the drawing is unoccupied. All

vrelays R are then energized, and train controlling current is supplied to the rails of each section through the associated auxiliary conductor J and track battery 7. lf conductor JC becomes broken, or Vits circuit becomes interrupted, the supply of both train controlling current and track circuit current to the rails of section l-C is linf terrupted. Relay RB vtherefore is deenergized and section AA--B kis supplied with. track circuit current but not with train con trolling current and conductor JB is Asupplied with traincontrolling current directly from transformerTB. Tf now'a train V enterssection A-B the engineman will be forced to acknowledge atV point A, and again at conductor JB. lt is therefore plain that with circuits embodying my invention, the integrity ofthe circuits for the auxiliary conductors is checked by using substantially these same circuits for supplying train controlling` current and track circuit current to the rails of the corresponding section under safe tratlic conditions.V Y

Under some conditions of operationit may be desirable to divide the section into two sub-sections. ,Under such conditions the arrangement of'apparatus illustrated in F ig. 2 maybe used. ln this View Only one section, AWB, is shown and the section is'.

divided, by means of insulated joints 2, into a rear sub-section A-G and a forward sub-` section to the left of point A. Each section isV provided with an' auxiliary conductor J as in Fig. l. A track battery 7 is connected across the rails of sub-section'y G-B adjacent point G and track circuit current is therefore constantly supplied to the rails of subsection Gf-B. Sub-section AG is provided with a track transformer TG having a secondary winding 5 constantly connected across the rails adjacent the exit end of sub` section A-Grin series with a track battery 7. When relay R1? is energized, current `is supplied from line wire 3, through wire 28,

front contact 2l of relay RB. wireV 29, pri

mary l of transformer T, and wire 30 back to line wire 8a. Then this lcircuit is closed train controlling current is supplied to the rails of sub-section A-Gn Nhen relay R2 is de-energized, track transformer TB Vis supplied with alternating current from line wire 3, through wire 25,. back contact '26 of relay R2, wire 26, primary l -of transformer TB, and'wire' 27back toline-wire 32H Hows vfrom the secondary A vof transformer TB, through wire 12, front contact '14 of relay RB, wire 1,5, to rail -lBf'of sub-sectiony vthe entrance of a train into sub-sectionV (ir-B, and ti-oinrail 1 of sublsection- G-B, through -wiieyl/T, auxiliary.conductor JB, wire 18, impedance 6, and wire 19,back to' secondary 5 of transformer TB; Itftollows that when relay R2 is deenergized as'fb'y (ir-B, and when relay RB is energized, train controlling current is supplied to the rails*` of sub-section G-B in serieswith auxiliary conductor JB. It, however, .relay R2 and relay RB are jbothjde-energizedfti'ain controlling current is supplied only to auxiliary conductor J B from secondary 5 of transformer TB. through wire 12, back contact 11 of relay RB, wires 24 and '17, auxiliary conductor .IB, wire 18, impedance 6, and wire 19, back to transformer TB; under these conditions thesupply of train controlling cur-` rent to subfsection GV-fB 'is interrupted.' As shown in .the drawing the trackis unoccupied, s'o that relays R', RA, R? 'and RB are all energized. If, now, a Vtrain provided with the apparatus shown on 'train V in Fig. l, should enter section Af-B', relay K Y would be energized due -t'o the train controlling current supplied n to ."sub-sectien A-G, by transformer TG. Whenthe train enters sub-section G`B the deenergization of relay R2 will complete the primary` circuit for transformer TB, and since relayr RB is energized train controlling current will be supplied tothe rails of sub-section G-B Vand auxiliary conductor J B, andrelay K' on the'` train will be maintained in its kenergized condition. C

v I willnow assume that the section to the rightof point Bis occupied by a ltrain. Relay RB is therefore cle-energized and the supply of train controlling current to both subsections A-,Gr and Gr-B is interrupted. I will also assume that a train enters section A-R Relay Kon the train will become cle-energized and will remain in. its de-energized condition through sub-section A-G, and in sub-section G-B as far as auxiliary conductor JB. When the train passes over auxiliary conductor J B, relay K will'be energized and the relay will be de-energized again when the trainv leaves auxiliary conductor JB, thus requiringthe engineman to acknowledge in order to prevent an vautomatic application of the brakes.

I will now assume that relay RB is energized, but that the circuit including auxiliary conductor JB is interrupted, as by` a broken wire. Obviously the supply of train` controlling current to sub-section Gr-B is interrupted but the supply of vtra-in controlling current to sub-section A-G is not affected. Should "a "train enter -section-'BV under these ',conditions, relay wouldjbe deL-energizedl asth'egtrain passed point Gr` and theV engineman ywould he required to application. --l i acknowledge tof'pi'event an automatic brake QAlthough Iliavehereinshown and d'e scribed only two forms of apparatus Vernbodyingvjmy invention, itis understood thatV various changes andy modifications may be made' therein" within' the scope of .the apvspirit and scopexoi invention.

Having thus* described rny"invention, v

I claim, is

'1. Railway 'traino controlling" apparatus comprising a stretch ofrailway track, anl

auxiliary conductor :located-"adjacent said pended 'claimsjwithout departingnfrom the y Y stretch, av source of .'alternating'current'-lo# Y' loi" said 'sti-etch in series, and for at other times causing current from said 'sourcet'o ow'through said conductor'but not through Y the rails'of the stretch.

` y2. Railway traliicpontrolling apparatus comprising V'a stretch of'. railway track, a

source of direct current',- av track vrelay responsive to such current, a source' of alternating current, an auxiliary conductor adjacent said stretclnand means controlled by said track relay for at times connecting said` alternating; current "source iin' series with" said direct current source and said conductor and the rails offsaid stretch, and4 oratother times connecting said directcurrent'source ldirectly with the railsand siini'iltaneously` connecting the',` `alternating currentA source .with the auxiliary conductor but not with the rails of the stretch. V l

`3. VIn combination, a forward and arear section offrailway track, an auxiliary'con-l ductor'adjacent said rear section, a source `orv alternatinggtrain controlling current locatedin the trackway, and means controlled by traiiic conditions in 4said forwardsection for at ttirnes causing .current from asaid "source to flow in series through said conductor and the rails of said rear section and for at other timescausing current from said source to flow through said conductor but `not through the rails of said rear section.

`4. In combination, a stretch of railway track, 'train `carried governing vmeans responsive to alternating current in the trackway, an auxiliary conductor located-,in the trackway, a source of alternating current 1ocated in the trackway, and-means responsive to traflic conditions in advance for at timesV connecting said sourcewitli said conductor.

throughrthe rails of the stretch in series and for at other times causing current from the source to flow through said conductor butv notthrough the rails of the stretch.

liol

`5. Incombinatioin'a ystretch-fof railway track, train carried governing means Aresponsive to alternating current in the track-` way, an auxiliaryconductor located in the trackway, a source of alternating current, a source of'direct current, a track relay responsive to such current, means controlled by said track relay for at times connecting said alternating current source with said conductor with said direct current source and' the rails of said stretch in seriesand` for at other ktimes connecting said alternating current source directly with said auxiliary ,conductor and for sin'iultaneously connecting said direct current source directly with lthe rails of thestretch.V

y6. In combination, a stretch of railway track comprising a forward and a rear section of railway track,r a track relay responsive to trattic conditions in said forward section, asource of alternating current and a source of direct current for said rear section; a circuit for said rear section including said alternating current source, said direct current source,.the rails of said rear section in series and a front contact of said track relay; .a second circuit including the rails of said rear section, said direct current source and valirst back. contact of said vtrack relay;r a third circuit including saidV alterhating current source. said auxiliary conductor anda second'back Contact of said track relay.; trackway governing` means responsive to direct current in the rails of said rear section, and train carried governing means responsive to alternating currentin the VVtrackway. j y l 7. vIn combination, a forward and a rear ,section ofrailway'track, a source of direct currentv connected with the rails' .of said -rear section, attrack relay connected across the rails adjacent the exit end of said rear section, an auxiliary conductor adjacent the exit end of such rear section, a transformer, means controlled by said relay for attimes Supplying alternating current to the primary of said transformer, means responsive to trafc conditions in said `forward section for at times supplying alternating current from the .secondary of said a transformer "tosaid conductor and the railsof said rear section in series andV for atl other timessupplying lsuch current from said secondary` to said conductor but not to said rails, and train carried governing means responsive to alternating current in the trackway.

8. Railway traiiic controlling apparatus comprising a stretch of railway track, an auxiliary conductor located adjacent said stretch, a-source of" alternating current located in the trackway, and means controlled by trafic conditions in advance ofthe stretch for at times supplying current to said conductor and to the rails of the stretch vin series from said source and for at other times causing current trom .said source to flow through said conductor but not throughV said knext in advance for at times supplying said Y auxiliary conductor andthe rails of the associated section in vseries with .train :controlling current and for atV other times supplying train controlling current to the auxiliary conductor but not to the rails of said stretch.

10. A section of railway track, a track relay connected with the rails lin advance of said section, an auxiliary conductor for said section, a source of direct track circuit current, a source of alternating train controlling current, and a 'circuit including said alternating current source, said; direct .current source,`said auxiliary conductor, the railsof the section,v.and a front contactof said track relay 1 l y In testimony whereofY I aiiix my signature. Y

RAL?) A., MCCANN. 

